Internal-combustion engine.



No. 718,481. PATENTEDIAN.13, 1903.

, W. LANGDON-DAVIES & A. SOAMES.

. INTERNAL COMBUSTION ENGINE.

' APPLICATION FILED JUNE 27, 1902.

no MODEL.

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THE NORRIS FmRs ca, PuuTouTnm WASHINGI'ON. D c.

UNITED STATES PATENT OFFICE.

WALTER LANGDON-DAVIES AND ALFRED SOAMES, OF COUNTY OF SURREY,

ENGLAND. I

lNTERNAL-COIVIBUSTION ENGINE.

SPECIFICATION formingpart of Letters Patent N 0. 718,481, dated January13, 1903.

Application filed June 27,1902. Serial No. 113,475. (No model.) I

To all whom it may concern:

Be it known that we, WALTER LANGDON- DAVIES and ALFRED SoAMEs,electricians, subjects of the King of Great Britain, residing at 101Southwark street, in the countyof Surrey, England, have invented acertain new and useful Improvement in Internal-Combustion Engines, ofwhich the following is a specification.

This invention has for its object to provide improved means for varyingthe quantity of explosive mixture admitted to the cylinder or cylindersof internal-combustion engines aocording-to the power required to beexerted.

To effect this, we, in addition to providing a separate inlet-valve foreach cylinder for admitting its combustible charges, also provideanother additional valve for controlling the supply of combustiblemixture to these inlet-valves. This additional controllable valve may beplaced in any desired position wherever it is convenient to place it andin no way interferes with the inlet-valves, being readily got at forcleaning or adjustment. 2 5 The additional valve we arrange to be openedby suction as the cylinders draw in their charges and to be closed bythe action of a spring and provide means for readily strength.

ening or weakening the action of this spring upon the valve, so thatmore or less suction from the cylinder or cylinders is required to openit and the combustible mixture is drawn into the cylinder or cylindersat various pressures, thereby varying the quantity of com- 5 bustiblemixture in each charge. In some cases we also in addition provide meansfor admitting air to the passage between theadditional valve and theinlet-valves at times when the additionalvalve is held so firmly to itsseat as not to allow any combustible charge to the cylinders, so thatthe cylinders may then draw in air only to more or less cool them andretard the movement of the engine. In the drawings annexed, Figurel is asec- 5 tional diagrammatic view of parts of an internal-combustionengine provided with control-gear as above described. Fig. 2 is ahorizontal section through the va ve used for admitting air only to thecylinders.

A represents the cylinders of the engine. Two cylinders are shown; butthe number of cylinders used may be varied, as required.

B represents the pistons, coupled to cranks on the crank-shaft O.

D represents the inlet-valves, which may be operated in any ordinarymanner.

E is a pipe or passage by which combustible mixture is supplied to eachvalve.

F is the additional valve controlling the supply of combustible mixtureto the pas- 6o sage E.

G is a coiled spring coupled at one end to the valve-stem and at theother to a leverarm H, which turns on a fulcrum at H. Another arm H ofthis lever serves as a handlever arm, by which the lever can be turned.

I is a valve for admitting air to the passage E when the valve F is heldto its seat and unable to open. This valve is, as shown, formed as aperforated disk capable of being turned around a central pin 1,projecting from the center of a similar fixed perforated disk 1 A lugprojecting, from one side of the circumference of the disk I is coupledto a spring J, which normally holds the disk in the position shown inFig. 1, so that the perforations in it do not coincide with theperforations in the disk 1 A lug projecting from the opposite side ofthe circumference of the disk I has jointed to it one end of a link K,and a pin H, projecting from the handlever arm H passes through a slot Kin the opposite end of the'link.

L is a stop against which the hand-lever H is normally held. When thelever is in this position, as shown in Fig. 1, there is but littletension on the spring G, and the valve F can open freely to admitcombustible mixture to the passage E. When the handle at the end of thelever-arm H is depressed, the go tension on the spring is increased andmore suction is required to causethe valve F to open. When the handle isdepressed to such an extent as to cause the pin H to come against thelower end of the slot K and force down- 5 ward the link K, the tensionon the spring G will have been so increased as to prevent the valve Ffrom opening,while the link K,

as it is forced downward, turns the air-Valve disk I into a position tobring the perforations in it to coincide With the disk 1 as shown inFig. 2, and then admit air only to the passage E. In place of thisair-admission valve being formed in the way shown any other form ofvalve might be used instead of it and be adapted to act in the same Way.M represents exhaust-valves opened and closed in any ordinary manner.

What we claim is 1. In internal-combustion engines the combination of acylinder, an inlet-valve therefor, an additional suction-valve admittingcombustible mixture to a passage leading to the inlet-valve, a springacting to close this additional valve and means for readily increasingor decreasing the action of the spring upon the Valve.

2. In internal-combustion engines the combination of a cylinder, aninlet-valve therefor, an additional valve opening by suction to admitcombustible mixture to a passage leading to the inlet-valves, a springacting to close the additional valve, means for readily in-

